taylor



(No Model.)

2 Sheets-$110951.

G. W. TAYLOR & J. N. SUTHERL'AND. STEAM BRAKE.

raum/1265155 Patented Deo. 16, 1884.

s INVENTORS (No Model.) 2 Sheets-Sheet 2.

G. W. TAYLOR & J. N. SUTHERLAND. STEAM BRAKE.

No. 309,261. Patented Deo. 16.18584.

N. PETERS. Plwwvuuwgnwm. wnshmgmn. D. C.

Marra rares n'rnnr Fries,

GEORGE lV. TAYLOR AND JOHN N. SUTHERLAND, OF BELTON, S. O.

BRAKE.

SPECIFICATION' forming part of Letters Patent No. 309,261, datedDecember 16, 1854.

Application filed January 19, 1884. (No model.)

To @ZZ whom t may concern:

Be it known lthat we, GEORGE W. TAYLOR and Joi-IN N. SUTIIERLAND,citizens of the United States, residing at Belton, in the county ofAnderson and State of South Carolina, have invented a new and usefulSteam- Brake, of which the following is a specication, reference beinghad to the accompanying drawings.

This invention relates to brakes for cars, &c., and especially to thatclass of the same which are operated by steam; and it has for its objectto simplify and cheapen the construction and make such devices moreefficient in use.

A further object of this invention is to provide means whereby thebrakes are applied to the whole train of cars by simply turning a valve,thc latter being in a convenient and handy place for access by theengineer.

With these and other objectsin view the said invention consists incertain details of construction and combination of parts, as hereinafterset forth, and particularly pointed out in the claims.

In the accompanying drawings, Figure l is a longitudinal sectional viewshowing our improved brake mechanism applied to a locomotive. Fig. 2 isaplan view of the truck, illus trating the attachment of our improvedbrake mechanism. Fig. 3 is a detail perspective View of the valvecontrolling the admission of steam. Fig. 4t is a detail perspective Viewof the brake-shoe. Y

Like letters refer to corresponding parts in the several 1i gures.

Referring to the drawings, A designates the boiler of a locomotive,having a dome, B, and C the tender, said parts being of the usualconstruction, and therefore need not be further described here.

D designates a rectangular valve-case arranged outside of the boiler andhaving a supply-pipe, E, leading from the valve-case to the dome B, andan exhaust-pipe, F, extending from the valve-case through the boiler tothe smoke-stack. (Not shown.) A conductingpipe, G, is fitted to thelower end of the valvecase and extends downward, so as to connect withthe front end of a cylinder, H, suspended in any suitable manner belowthe tender. The valve-case D isl provided with a central horizontalperforation, l, in which is fitted a valve, J, provided with anoperating-handle, K, said valve having two ports, ef, formed therein,the port e registering with the supply-pipe E and conducting-pipe G whenthe handle of the valve is turned in one direction, and the portfregistering with the exhaustpipe F and conducting-pipe G when thehandle is turned in the opposite direction. The handle of the valve isin a convenient place for operation by the engineer, and thus there willbe no time lost in applying the brakes. A piston-rod, L, having a head,a., works in the cylinder H, and is connected to a chain, M, of anydesirable length, provided with a hook, N, to engage one of the links dof a chain, O, attached to a rod, P, extending the length of the truckand supported in hangers or castings Q, depending from middle portion ofthe brake-bar R. A coiled spring, S, is mounted upon the rod P betweenthe hangers or castings Q and blocks T, the latter being secured rigidon the rod, so that when the said rod is drawn forward by the action ofthe piston,the blocks will compress the springs against the hangers orcastings in the manner and for the purpose hereinafter described. Itwill be seen that the rod P extends the entire length of each car, theblocks T being fit'- ted near the center of the same, andthehookand-link connection between each car permitting any one ofthecars of a train being separated therefrom or another car attached thereto at will.

U designates rods, one on each side, exlendi ing over the center beams,V, of the truck, and passing through eyes or staples EV in the upperfaces of the brake-bars R, the rods U extending upward and secured tothe bottom of the car, as at X, so as to suspend the brakebars below thetruck and adjacent to the carwheels.

, Y designates a curved arm, having a square opening, It, in order tofit on the outer ends of the brakesbar R, and provided at its upper endswith ears g, to which are pivoted the ears z' of the brake-shoe Z by apivot-bolt, A2. An aperture, B2, is formed at one end of the cylinder toallow the escape of steam. It will be readily seen should steam escapethrough leakage forward ofthe piston-head, it would accumulate andprevent the free action of the piston, were it not allowed to escapethrough the aperture.

The operation of our invention will be readily understood from theforegoing description, taken in connection with the an-A neXed drawings.

By operating the handle K of the valve J in one direction the port e iscaused to register with the suppl y-pipe and conducting-pipe, and allowsteam from the dome B to descend into the cylinder H, the piston beingsupposed to be drawn backward in its normal position. (Shown in Fig. l.)As the steam enters the cylinder it strikes the head of the piston andforces it vforward in the cylinder, causing the 'chains M N and rod P tobelikewise drawn forward for the entire length of the train. By theforward movement of the rod the springs S are, compressed and bearagainst the hangers or castings Q, which, being attached to thebrake-bars, cause said brake-bars to oscildate rearward, imparting acorresponding movement to the arms Y, and allowing the application ofthe pivoted shoe Z directly against the car-wheels. Thus it will be seenthat the engineer can with ease andwithout losing any time apply thebrakes to the entire train, and when the train has stopped the brakesmay be taken off the wheels by operating the handie of the valve J inthe opposite direction, the port f registering with the exhaust-pipe Fand allowing the steam iu the cylinder H to escape through saidexhaust-pipe and outward into the smoke-stack. As the steam escapes thetension of springS causes the piston to recede, so as to restore theparts to their normal positions.

By means of the construction yshown we are enabled to stop the train ofcars by means of the steam from the boiler; but it will be ap- 4parentthat we may substitute compressed air as a means for effecting the sameend.

It will be seen that the connection of the rod l? of the several cars ofthe train may be disconnected at will when it is desired to attach anadditional car or place another car to the train.

The operation of our invention is simple and positive. The constructionis durable and not expensive, and in practice will be found to work withprecision under the full control of the engineer.

XVe have shown in the drawings only one set of brakes for each wheel ofthe truck, so

that the cars can be stopped when running in one direction only; but itwill be apparent that two sets of brakes may be employed, one set beingapplied when the train is running in one direction, and the other setapplied when running in the opposite direction.

Having described our invention, we claim as new and desire to secure byLetters Patent- 1. In a car-brake, the combination, with the piston andcylinder and operating means therefor, of rods attached to the piston,fixed blocks secured on said rods, springs encircling said rods, thebrake-bar suspended loosely from the truck and carrying brake shoes ateach end, hangers or castings depending from the brake-bar and againstwhich the springs bear, so that the pressure from the springs serves tocause the brake-bar to oscillate rearward and apply the shoes to thewheels, as set forth. 2. In a car-brake, the co1nbination,with thepiston and cylinder and operating means therefor, of rods connectingwith the piston and extending the length of each truclgspringsencircling the rods, brake-bars carrying shoes at each end, rodsattached to the truck and connecting with the brake-bars to suspend thesame loosely below the truck, and hangers or castings depending from thebrake-bars, arranged and operating as set forth.

3. In a car-brake, the combination, with the brake bar and operatingmeans therefor, of arms secured on the ends of the same, and a brakeshoc pivoted to the said arms, as set forth.

4. In a ear-brake, the combination, with the piston and cylinder, anddevices operated by the engineer for admitting steam to said cylinder atwill, of a chain connecting the piston with the rod running the lengthof each truck, springs encircling said rods, and brake-bars carryingshoes, said springs being adapted to cause the brake-bars to oscillatein a rearward direction to apply the brake-shoe, the coni nectionbetween each ear being disconnected as desired, as set forth. A v

In testimony that we claim the foregoing as our own we have heretoaffixed our signatures in presence of two witnesses.

GEORGE NV. TAYLOR. JOHN N. SUTHERLAND. Vitnesscs:

Trino. MUNGEN, E. G. SIGGERs.

